Rotary engine.



'J. B. BOUDREAU, JR.

ROTARY ENGINE. APPLICATION man HIM-Z19, ms.

- Patented July 3, 1917.

J. B. BOUDREAU, JR.

ROTARY ENGINE.

4 SHEETS-SHEET 2.

Patented July 3, 1917.

M any m 1 I WMN vm J. B. BOUDREAU, JR. ROTARY ENGINE.

APPLICATION FILED JUNE 19. 1916.

Patented July 3, 1917.

4 SHEETS-SHEET a.

91 mung Mr J. B. BOUDREAU, JR. ROTARY ENGINE.

APPLICATION FILED JUNE '9, 1916.

Patented. July 3, 1917.

4 SHEETSSHEET 4.

ymnwr v aprnunion.

JOHN B. FOUDREAU, JR., OF WORCESTER, MASSACHUSETTS.

ROTARY ENGINE.

Specification of Letters Patent.

Patented July 3, 1917.-

Application filed June 19, 1916. Serial No. 104,394.

To all whom it may concern.

Be it known that I, JOHN} B. BOUDREAU, J r., a citizen of the United States, residing at WVorcester, in the county of .Worcester and State of Massachusetts, have invented a new and useful Rotary Engine," of wliich the following is a specification.

The principal objects of this invention are to provide a rotary engine which, by mere changes in design of the valve mechanism,

can be built to be used either as a four cycle gas engine or as a steam engine; to provide a construction which when used as a steam engine will have an automatic cut-off to permit the steam to expand in the same manner substantially as in the reciprocating engine operating with or without a condenser; to provide a simple construction by which the speed of the rotors is made toincrease and decrease during each complete rotation and in which one cylinder is always under pressurebecause one piston is approximately 90 degrees ahead of the other throughout the revolution; to provide for reversing the direction of rotation easily; to provide for a wide variation in speed up to the speed of steam turbines; to provide mechanism of such a character that steam will be admittedthrough the, sameport for both of the strokes and exhausted through a single port for .both of the strokes, the engine being designed to provide two strokes for each complete revolution; to provide a construction which will not require much. foundation or stationary work, which can be directly connected with another rotary machine of the. same type without valves so as to be capable of being used as an air compressor, to produce a complete air compressing system, thus permitting of the equipping of each room or department with a small rotary engine of this type connected with the compressedair in the power house, to form an installation similar in results to the ordinary electrical system, but having the following advantages; these small engines are much cheaper than electrical motors attendants are T e'f reduced; to provide two explosions for each complete revolution; to provide means whereby the pressure is active throughout two-thirds of the length of each stroke or one revolution and a'half for each revolution of the engine; and to provide a construction which with the same positive area and displacement will be many times as powerful as a reciprocating gas engine of the best type known at the present time.

Reference is to be had to the accompanying drawings, in which- Figure 1 is a front elevation of an internal combustion engine constructed in accordance with this invention, the valve mechanism being omitted. J

Fig. 2 is an end elevation looking in the direction of the arrow 2 in Fig. 1;

Fig. 3 is a sectional view on the line 3-3 of Fig. 2, showing the partsin another position; I V Fig. 4 is a sectional view through the exhaustchambers on the line 4L 4: of Fig. 2, showing the parts in'a third position;

Fig. 5 is a sectional view through the admission chanibers'on the line 5-5 of Fig. 2, showing the reversing connections for the .admission; 7 I

'Fig. 6 is afront view like Fig.1, but with the gears removed section, and showing the exhaust valve for and their shafts in.

views, showing diflerent positions of the roe,

valve mechanism in one of its positions;

'engine constructed in accordance; with this invention,the gearing being omitted; as there is no fire risk from electrical lines, great speed variation is I Fig. 12 'isanse'ctional view of the same through the cylinders, and v Figs. 13 and Mare sectional views of the gears are required to opera in-take and "exhaust respectively.

Referring first to the first ten figures, it 'will be seen that the invention is illustrated chosen as an example forgillustration,and

tors; Fig. 9 also i-ndicating the exhaust g in these figures in a form involving a frame lOjhaving two. cylinders each{ comple te in itself. It is to be understood that this isrevolution, so that each shaft increases an that the principles of the invention can be carried out with one or any other convenient number of cylinders. This frame is provided with bearings for the main shaft 11 which carries the fly wheel 12, and is provided also with five other principal shafts 13, 14, 140, 14 and 140*. The shafts 14 and 14 are in alinement and the same is true of 140' and 140. They are independently rotatable. The shaft 13 is connected with the shaft 11 by a pair of spur gears 15 As'will appear later the shaft 13 serves as a valve camshaft. To it are fixed at its opposite ends two elliptical gears 16 and 16. These gears are set on the shaft exactly oppositely'to each other. The gear 16 meshes with two elliptical gears 18 on the shafts 14 and 140 respectively, and on the shafts 14 and 140 are two elliptical gears 17 and 18 both meshing with the gear 16*.

It will be seen that the gears 16, 17 and 18 are located in the same plane, and the gears 16*, 17 and 18 are also located in the same plane, on the other side of the machine inthe form shown in the drawings.

The object of this type of gearing isto provide for rotating the two shafts of a pair as 14 and 14 differently, and also to rotate each of them at different speeds during each decreases in speed.

Each of these gears is fixed to its shaft at one of its foci. The gears 16 and 16* are intended to rotate at constant speed so that the shafts 13 and 11 may rotate without speed variations. In order to do this the shaft 14, for example, must have a variation in speed during each rotation. For while the gear 16 meshes at a point near its shaft 13 with teeth of the gear 17 at a distance from the shaft 14, the shaft 14 must rotate faster than the shaft 13 and vice versa.

These elliptical gears constitute an important feature of this invention and atten tion is directed to the manner in which they are arranged. "The two gears 16 and 16 are 17 and d on the shaft 140 is a rotor 21.

' them.

140 will be rotating rapidly. Furthermore while the gear 17 is in this position and its so that it just now is rotating at about its average speed and will soon come into a position in which it will rotate at its maxi- [shaft 14 is rotating slowly the gear 17 on the other side has passed beyond this point mum speed. Speed variations are indicated on Figs. 7, 8, 9 and 10 by the use of barbless arrows to indicate slow speed and ar-. rows with several barbs to indicate high speed.

The free foci of the gears are connected by links 19. I find that these links operate exactly with the gears and tend to help particularly to the dia-- turn them when located nearly-in their di- 1 rections of motion. In fact they alone, 1n

20 while on the shaft 14 is a rotor 20. The

other cylinder ent, but on the shaft 140 is a rotor 21 while -Referring now tothe left-hand cylinder these two rc tors 20 and 20- are fixed to their respective shafts, and of course rotate absolutely with Each one of them is of an L-shape can be ignored for the pres cross section so that each rotor fillsall .the

space between the hub of the opposite rotor and the cylinder wall. Each rotor therefore fills the entire space across thecylinder and serves as a piston at times but at other times as the end of the cylinder or as an abutment.

An admission port 22 and an exhaust port 23 are shown in these figures as slightly offfixed on the same shaft"13 and extend in exactly opposite. directions from it. These gears as well as the others are fixed to their respective shafts at one of their foci; The several gears are so arranged that when anfy gear extends from its shaft toward one of the other shafts the gear with which itmeshes will extend in a different direction so that its teeth that are nearer this shaft will still mesh with the teeth of the first the gear named gear. From this it results that as the gear 16, for example, rotates, its teeth nearestthe shaft 13 will be meshing with 'the teeth farthest from the shaft of the gear 17, while its opposite teeth are meshing with the, so to speak, shortest teeth of 18. Therefore, the shaft 14 at this time will be rotating slowly while the shaft set from each other, but this is done merely to distinguish them, as I prefer to have them directl opposite each other as shown in the other gures, each one opening into one of the flat walls of the cylinder. They are, of course, controlled by a valve, but for a description of these diagrammatic figures that fact may be ignored.

Starting with theposition shown in Figs. 4 and 8 the parts are rotating in the direction of the arrows. and gas is admitted through the port 22 into the space in front of the rotor 20 of the left-hand cylinder. At

this time the gear 17 which is fixed with res ect to this rotor 20 is in a position inwhich the uniformly rotating gear, 16 ro' tates it at a rapid speed, that is, the gear 16- applies a long leverage to the teeth on the gear 17 nearest the focus at which-it is fixed to its shaft. Therefore this rotor is moving ata high rate of speed, this being indicated by an arrow with aplurality of barbs.

At the same time the other rotor is rotating with its gear 17 in what may be considered the opposite condition, that is, the teeth near the focusof the gear 16 at which it is fixed to its shaft are about to mesh with those teeth on the gear 17 that are. at a greater distance from its shaft. Therefore the rotor 20 is slowing down as indicated by the barbless arrow.

The is introduced through port 22 into the space in front of the rotor 20 and as soon a that rotor covers the port 22 compression will commence to take place and will continue until the parts reach the position shown in Figs. 3 and 9, at Which-the rotor 20 has advanced beyond the igniter 2st and the latter acts to explode the gases. The two rotors at this point are traveling at about the same speed which is an intermediate speed, but immediately the rotor 20 is rendered capable of moving at a rapid rate by the fact that its gear 17 comes around so that the teeth at a short distance from its shaft mesh with the teeth of the gear 16 at a long distance from the shaft 13. This rapid motion of the rotor 20 which is now the advance rotor is necessary in order to give a chance for the expansion stroke to do the-necessary work. The beginning of the expansion stroke in the left hand cylinder is shown in Fig. 10.

This rotor 2O then continues to rotate rapidly until it gets back almost to the position shown in Figs. 1 and '7. That is, to the position in which it uncovers the exhaust port 23 behind it. Then the products of combustion in the cylinder behind the rotor 20 are exhaustedand it will be noted that from this pointon the cycle takes place in front of the rotor-20 instead of in front of the rotor 20. Fig.7 shows the parts in position in which the rotor 20 has commenced to travel rapidly on its expansion stroke. It will be seen therefore, that for one complete rotation of the two shafts 14 and l -there will be two complete cycles of the engine,

\ that is, each rotor will go through the cycles of admission, compression, expansion and exhaust of gases in front of it, each rotor acting first as an abutment of the cylinder and then as a piston.

It will be seen also that when one rotoris acting as an abutment, as 20 in Fig. 7, the

piston rotor 20 is exerting force on it to operate it through the gearing, and that force is multiplied twice. In this position the piston rotor 20 positively drives the shaft 14 and gear 17 which are fixed to it. gear 17 appliesa leverage through its long arm to the short arm of the gear 16, so to speak, as shown in Fig. 1. Then the shaft 13 is acted on by a multiplied force. At the same timethis shaft through the long. arm of the gear 16 and'short armof gear 17 is acting on the abutment 20 which thus The eration of the engine I shall now proceed to describe the valve mechanism: As the exhaust valve mechanism is simpler I shall decribe that first. At the upper part of the frame of the machine is a shaft 25. On this are pivotally mounted the two exhaust valve levers 26 and 26 Each of these is adapted .to press on a sprlng-m'essed valve rod as 27 and 27 The rod 27 operates an exhaust valve 28 which is provided with a spring for pressing it upwardly into closed position. This valve controls an outlet port from a chamber 29. This chamber is elongated and located on the outside of one of the fiat walls of the cylinder. Instead of a single exhaust port 23 as indicated in the description of the diagrammatic figures this chamber is provided with two exhaust ports 23 and 23 and with two valves 30 and 30 for these ports. In'the description of the diagrammatic figures it has been considered that the valve 30 was closed and the valve 30 open. This valve 30 has a longitudinal passage therethrough from the port 23 on the inside of the cylinder into the chamber 29, and consequently the uncovering of the port 23 by the rotor will admit the products of combustion from the chamber 29 at all times while this condition exists, but the real exhaust is controlled by the valve 28. These parts of course, are duplicated in the other cylinder.

The purpose of having two of these ex? haust ports is to provide a convenient method of reversal. When the parts are set as has been described above the engine will rotate in its normal forward direction. When the valve 30 is closed and the valve 30 open the engine will rotate in the opposite direction provided, of course the admission valves are correspondingly. manipulated. For the purpose of turning these valves they are provided with stems 31 and 31. These stems are connected with the corresponding stems from the other cylinder by means of a rod 32. One of the valve stems is provided with an offset portion 33 and connected by a link 34 with an arm 35 on the shaft This shaft also is provided with another arm 36,

sition in Fig. 6 and thus provide for reversal on the exhaust side.

On the other side a link 38 is connected with the arm 36 and with a projection 40 on one of the admission valve arms 41 to shift them in a similar manner. These admission valves as 42 and 42 are arranged like the exhaust valves to close or open the ports 22 and 22 and are so set that only one of these ports may be opened at the same time. These ports open into a chamber 43 which is supplied with fuel through a passage 44 which is controlled by a valve 45 on a spring-pressed stem 46. The spring normally keeps this valve closed and it is opened by pressure on the stem by an arm 47 pivoted on the shaft 25. These parts of course, are duplicated for the other cylinder, the other arm being designated 47. The arms 37 and 36 are provided with depending links 48 and 48 which are adapted to be operated by cams 49 and 49 respectively on the shaft 13. Likewise the arms 26 and 26 are designed to be operated by earns 50 and 50 also on this shaft. The operation of these cams simply swings the arms 26 and 26 outwardly so as to depress the respective arms of these bell-cranks which press on the valve rods 27 and 27. In the case of the admission valves, however, the action is somewhat different, although similar. .VVhen the engine is to be reversed the time of admission has to be changed although the time of exhaust does not in the present design. This makes the admission valve mechanism slightly more complicated than that of the exhaust. Therefore each admission valve arm as 47 is provided with a downwardly extending projection as 53, each one of which is connected by a link as 54 or 54 with the opposite depending link. That is, the arm 53 is connected by the link 54 with the depending link 48, while the link 54 is connected with the depending link 48. The cams force outwardly the bottoms of the links 48 and 48 and transmit that motion through the links 54 and 54 to the bell-cranks 5347v and 53 -47. The effect of turning the shaft 25 on which these levers are loosely mounted is not only to reverse the engine by changing the valves 42 and 42 as well asthe exhaust valves 30 and 30 but it also changes the time of admission by raising one of the links 48 and 48 and lowering the other. While these links are still operated by the same cams'they are operated at a different time because the admission has to be advanced or retarded when it is brought in at the other port for reversal.

It will be seen, therefore, that by this construction an internal combustion engine is provided of the four-cycle type in which two explosions are secured for each complete revolution of the shaft, in which the cycles are carried out in substantially the same way as the shafts 11, 13, 14, 14 140 and 140 and the rotors 20, 20 21 and 21 are used as in the other case, but in this case it is the shaft 11 that is the eccentric shaft for controlling the valve motion. vided with two admission ports and 61 and with an admission valve 62 which can be turned to three positions. In the position shown at the left in Fig. 12 it delivers steam between the two rotors 20 and 20* so as to force the former forward with a high speed while the rotor 20 is moving in the same direction at a low speed. This provides for the power stroke. l/Vhile running in this direction the left-hand exhaust port 63 of this cylinder is closed by its valve 64 while the right hand exhaust port 65 is opened by its valve 66 being located in proper position for discharging the exhaust steam through it. It is to be understood that in this case the valves 64 and 66 are simply moved by a link 67 into proper position to close one valve and open the otherand that the discharge of the exhaust steam is controlled by the rotor itself. lVhen the rotor 20 passes over the port 65 steam is free to exhaust without further movement of the valve 66. The right hand side in Fig. 12 shows the admission valve 62 closed.

The parts can be moved to reversing position by shifting the link 67 over into the dotted line position in Fig. 11, thus closing the valve 66 and opening the valve 64, and at the same time shifting the admission valve motion from the full to the dotted line position. This admission valve motion comprises two eccentrics 70 on the shaft 11 which by means of their rods operate two pivoted members 71, one for each of the cylinders. Each member 71 is connected by link 72 to an arm 73 fixed to the stem of the valve 62. Upon reversal by moving a lever 74 and its shaft 25 to the dotted line position the two arms 72 will be shifted so that the valve 62 when open will deliver the steam through the port 60' instead of the port 61. This provides for reversal. Of course in this case the port 63 is open and p the port 65 closed.

Many of the advantages set forth in connection with the gas engine are also presentv in this one as will be understood. The gear- Each cylinder is proing is unchanged, and the design of the two engines is similar throughout, the valve motion being the principal part in which changes have to be made. It will be under-' invention as expressed in the claims. Therefore, I do not wish to details of construction but what I do claim is I 1. In a rotary engine, the combination of be limited to allthe shown in either form a cylinder, two rotors therein adapted to rotate independently about the axis of the cylinder, a member fixed with respect to each rotor to rotate therewith and projecting from the axis of rotation,

'- with the axis of the cylinder, two members projecting in opposite-directions from saidshaft, all of said members having intermeshing gear teeth, and two links each connecting one of the last named members with 'oneof the first namedmembers.

to each rotor v tate independently about the axis of the c y'l- 2. In a rotary engine, the combination of a cylinder, two rotors therein adapted to rotate independently about the axis of the cylinder, an elliptical gear fixed with respect jecting from the axis of rotation, a shaft parallel with the axis of the cylinder, two elliptical gears projecting from said parallel shaft, and two links each pivotally connecting one of the last named elliptical gears di-j rectly with one of the first named elliptical,

gears.

3. In a rotary engine, the combination of a cylinder, two rotors therein adapted toroinder, an elliptical gear fixed with respect to each rotor to rotate therewith and projecting from the. axis of rotation, a-shaft parallel with the axis of the cylinder, two elliptical gears pro ecting in oppositedirections from said shaft, each being fixed to its shaft atone of its foci, and two links each connecting one of the last named elliptical gears With one of the first named'elliptical gears at their other foci.

4. In a rotary engine, the combination-of two cylinders, two rotors in each one adapted to rotate independently about the axis of its cylinder,'four shafts, two in line with 6 0 each other, to each of which one of said rotors is fixed, an elliptical gear fixed to each shaft at one of its foci,'a shaft parallel with said shafts, and two elliptical gears fixed at their foci thereto and projecting in opposite directions therefrom, one meshing a shaft parallel rotors therein adapted to to rotate therewith and pro-' of said elliptical gears 'bination of a cylinder,

with each pair of of the first named elliptical gears, whereby motion is transmitted alternately from each of said shafts to the single shaft.

'5. In a rotary engine, the combination of a cylinder, a rotor located therein and adapted to rotate about the axis of the cylinder, a

shaft at the axis of the cylinder to which said rotor is fixed, an elliptical gear on the shaft, a shaft for receiving power, an elliptical gear thereon meshing with the first named elliptical gear throughout the rota- 131011 thereof, for transmitting a variable motion of rotation from the rotor to the shaft at a constant speed, said cylinder having open admission and exhaust ports through its flat. sides adapted to be opened and closed by the rotor, and valves independent of said ports for controlling the admission and exhaust independently of the position of the rotor.

6. In an internal combustion rotary engine, the combination of a cylinder, two

rotate independently about the axis of the cylinder, two shafts in line with each other to each of which one of said rotors is fixed, a transmission shaft, means whereby motion is trans- .mitted from each of said shafts to the transmission shaft, an exhaust chamber and an admission chamber, an exhaust port through one fiat side of the cylinder communicating constantly with the exhaust chamber, an admission port through the other fiat side of the cylinder communicating constantly with the admission chamber, an admission valve for admitting combustible material to the admission chamber, and an exhaust valve for opening the exhaust chamber.

'7. In a reversible internal combustion rotary engine, the combination of a cylinder, two shafts therein independently rotatable about the axis thereof, a rotor fixed to each shaft andlocated in "the cylinder, each rotor being adapted to fill the entire space across the cylinder, a shaft parallel with said shafts, means for transmitting the varying rotation of the rotors stant speed, an admission and an exhaust chamber, two exhaust ports and two admission ports communicating with the exhaust and admission chambers respectively, valves for all of said ports, said ports being located 1n such positlon that when one exhaust and admlssion port are open the rotors will rotate in one direction, and when the other exhaust and admission port are open the rotors will rotate in the other direction, and means for closing one of the admission and one of the exhaust ports and opening the other of each of rotation of the engme.

8. In areversible rotaryengine, the comtwo shafts independto determine'the direction to the last named shaft at a conently rotatable, a rotor'fixed to each shaft haust chamber, and the a tate in one direction, and

and located in the cylinder, each rotor being adapted to fill the entire space across the cylinder, a shaft parallel with said shafts, means for transmitting the varying rotation of the rotors to the last named shaft as a rotationof constant speed, an admission and an exhanst chamber outside the cylinder, said cylinder having two exhaust ports and two admission ports through its walls, the exhaust ports communicatingmwith the exission ports with the admission chamber, valves for all of said ports, said ports being located in such position that when one exhaust and admission port are open the rotors will rowhen the other exhaust and admission port are open the rotation of the engine, 'mlssion chamber,

rotors will rotate in the other direction, means for closing one of the admission and one of the exhaust ports and opening the other of each to determine the direction of an inlet to the adan outlet from the exhaust chamber, and inlet and outlet valves for controlling said inlet and outlet for the purpose of timing the admission and exhaust. I,

9. In a rotary-en no, the combination of a cylinder, two shaft shaft and located in the cylinder, each rotor being adapted to fill the entire space across the cylinder, a shaft parallel with said shafts, means for transmitting the varying rotation of the rotors to the last named shaft as a rotation of constant speed, an admission and an exhaust chamber outside the cylinder, said cylinder ports and two admission ports through its walls, the exhaust ports communicating with the exhaust chamber, and the admission ports with the admission chamber, valves for all of said ports, said ports being located in such position that when one exhaust and admission port are open the rotors will rotate in one dlrection, and when the other exhaust and admission ports are open the rotors will rotate in the other direction, means for closing one of the admission and one of the exhaust ports and opening the other of each to determine the direction of rotation of the engine, an inlet to the admission chamber, an outlet from the ex-' haust chamber, admission and exhaust valves for controlling said inlet and outlet ming the admission and for the purpose of ti exhaust, and means for automatically operrotors rotate.

ating said valves as the 10. In a rotary engine, the combination of a cylinder, two shafts independently rotatable t bout the axis thereof, a rotor fixed to each shaft and located in the cylinder, each rotor being adapted to fill the entire space across the cylinder, a-shaft parallel with said shafts, means varying rotation of the rotors to the last s, a rotor fixed to each having two exhaust and opening for transmitting the cated in such position that when one exhaust and admission port are open the rotors will rotate in one direction, and when the other exhaust and admission port are open the rotors will rotate in the other direction, means for closing one of the admission and one of the exhaust ports and opening the other of each to determine'the direction of rotation of the engine, an inlet to the admission chamber, an outlet from the exhaust chamber, admission and exhaust valves for controlling said inlet and outlet for the purpose of timing the admission and exhaust, means for automatically operating/said valves as the rotors rotate,-and means whereby when the first named valves are set to change the varying rotation 'of the rotors to the last named shaft as a rotation of constant speed, an admission and an exhaust chamber outside the'cylinder, said cylinder having two exhaust ports and two admission ports through its walls, the exhaust ports communicating with the exhaust'chamber, and the admission ports with the admission chamber, valves for all of said ports, said ports being located in such position that when one exhaust and admission port are open the rotors will rotate in one direction, and when the other exhaust and admission ports are open the rotors will rotate in the other direction, means for closing one ,of the admission and one of the exhaust ports the other of each to determine the direction of rotation of the engine, a reciprocable link connected with the two valves ofthe exhaust chamber, a reciprocable link connected with the two valves of the admission chamber, so as to open one of the valves and close the other in each extreme position of the link, and means for simultaneously moving said links to close independently rotatable about the axis thereof, an admission and an exhaust chamber, said cylinder having two exhaust ports direction of rotation the timing of the admission valve will be each and two admission ports through its walls,

the exhaust ports communicating with the exhaust chamber, and the admission ports with the admission chamber, valves for all of said ports, said ports being located in such position that when one exhaust and ad mission port are open the rotors will rotate in one direction, and when the other exhaust and admission port are open the rotors will rotate in the other direction, means for clos ing one of the admission and one of the' exhaust ports and opening the other of each to determine the direction of rotation of the engine, a reciprocable link connected with the two valves of the exhaust chamber, a reciprocable link connected with the two valves of the admission chamber so as to open one of the valves andclose the other in each extreme position of the link, means for simultaneously moving said links to close the admission and exhaust valves at one end of each chamber and open the others, an admission valve for admitting fuel to the admission chamber, a cam for operating said valve, and means whereby when the first named valves are turned the connection between said cam and admission valve will be changed to advance or retard the admission.

13. In a rotary engine, the combination of a casing having a cylinder, rotors therein, said casing havin a port communicating with the interior fiiereof, a valve for closing said port, means for normally holding the valve closed, a cam a bell-crank in position to be operated by said cam and arranged toopen said valve periodically, a link connected with said bell-crank and movable to and fro for changing the time at which the cam operates, and means connected with said link for operating the bell-crank.

. 14:. In a rotary internal combustion engine, the combination of two cylinders arranged side by sidewith parallel axes, two rotors in each cylinder rotatable independently of each other, connections between the four rotors for causing them to rotate at varying speeds during a revolution, a cam shaft, admission andexhaust cams on said shaft for each cylinder, an admission valve for each cylinder, an exhaust valve for each cylinder, means operated by the respective cams for periodically opening said valves, and means whereby the opening of the admission valves can be advanced or retarded.

15. In a rotaryinternal combustion engine, the combination of two cylinders arranged side by side'with parallel axes, two rotors in each cylinder rotatable independently of each other, connections between the four rotors forcausing them to rotate at varying speeds during a revolution, a cam shaft, admission and exhaust cams on said shaft for each cylinder, an admission valve for each cylinder, an exhaust valve for each cylinder, an oscillatable shaft, two admis sion valve-controlling levers loosely mounted on said shaft, a lever fixed on said shaft for turning it, a pair of links depending from v said lever into position to engage the admission valve cams, and means connected with each link for operating its admission valve lever, whereby when said shaft is turned the dependinglinks will be raised or lowered, and the time at which the cams operate them changed.

16. In a rotary internal combustion engine, the combination of two cylinders an ranged side by side with parallel axes, two rotors in each cylinder rotatable independently of each other, connections between the four rotors for causing them to rotate at varying speeds during a revolution, a cam shaft, admission and exhaust cams on said shaft for each cylinder, an admission valve for each cylinder, an exhaust valve for each cylinder, means operated by the respective camsfor periodically opening said valves, an admission and an exhaust chamber communicating with each cylinder between the cylinder and said, admission and exhaust valves respectively, and means whereby the point of admission from the admission chamber to each cylinder and the point of exhaust into the exhaust chamber from the cylinder can be changed for reversal of the engine.

In testimony whereof I have hereunto aflixed my'signature.

JOHN B. eonnnnau, JR.

till 

